The Canadian Press reports that the $594,000 hybrid-electric prototype named “Loki” began development in 2011 after an under-the-radar request for bids by Defence Research and Development Canada (DRDC). The DRDC offered few details on the future mission applications, other than to say its top priority would be silence.

According to the reports, Loki was tested in early March against other commercially produced snowmobiles at the Canadian Forces Petawawa base near Ottawa. Testing reportedly involved a wide variety of characteristics including speed, towing capacity, endurance, mobility, usability, and noise emission.

Currently the Canadian government has not released photographs of either the testing event or the Loki prototype – making its existences all the more intriguing.

What do you think – is this secret snowmobile the work of sophisticated spy techniques? Or will all this research boil down to one expensive experiment in the end?

One of the many legal open meadows that still had plenty of fresh snow.

For some areas throughout the Midwest when March 1 is crossed off calendars, it’s time to start accepting the fact that the end of the snowmobiling season could be near – regardless of what some groundhog saw.

But that hasn’t necessarily been the case this season, when on Monday, March 5, a winter storm rolled through and blanketed nearly the entire state of Minnesota with fresh snow before heading off to many parts of Wisconsin and Michigan – and eventually being one of the consecutive storms to hit the East Coast.

Being fond of the northern Minnesota region and trail systems anyway, it was music to our ears to hear that towns such Menahga, Park Rapids and Huntersville had received totals of close to – and in some areas upward of – a foot of fresh snow.

And so on Thursday, March 8, we left our office in Plymouth, Minnesota, early for what could possibly be a season-ending ride in that area. We loaded up a Polaris 800 Rush XCR and Polaris 600 Rush Pro-S and set our GPS north for the trail hub of Park Rapids, Minnesota (which also happened to serve as a geographically central location for many of the area trails that had reportedly received snow).

Park Rapids is a town of only 3,935 residents, but with three 24-hour grocery stores, several parts shops and snowmobile dealers and just as many hotels with large lots to trailer in and out of, the town serves as an ideal launching point or destination for a weekend ride. Local pizza joint Rocky’s is also a one-of-a-kind favorite for both locals and tourists like, and must be tried.

It wasn’t intentionally a Polaris-focused trip – it just so happened that we had dented the lower and upper a-arm on the Rush Pro-S on a previous trip while ditch banging through powder and hitting an unexpected drainage culvert. We figured we could use the adventure to make the needed repair and continue some gear tests in style.

Once the sleds were unloaded Thursday night, we took the opportunity for a spirited but brief lake ride to both top them off with fuel and feel some speed out on the lake.

Straight Lake in Osage, Minnesota, is a long, narrow lake that stretches a little less than 5 miles and is home to two resorts along its banks. It has a maximum depth of 60 feet, but being so narrow it freezes solid and often holds firm until mid-March or even early April. On the ride, many areas were beginning to become visibly slushy, but with a quarter-throttle pinch any lost traction was immediately upended and the sled was back up to speed with ease.

With the “chores” out of the way, we would be in good position to put on uninhibited miles the next morning, which began Friday with a jaunt through the trails of the Two Inlets State Forest trail system. After a brief pitstop at the Two Inlets Country Store – which was nominated as one of Snow Goer’s 101 Best Snowmobile Pit Stops for its spec fuel and food offerings – we set our sights west toward the Ice Cracking Lodge and Resort in Ponsford, Minnesota. Diligent readers may recall that we began the season with a ride through frigid temps to Ice Cracking in late December, and so to wrap the season with a stop at the same spot felt rather nostalgic looking back on a winter filled with many good rides.

This trip, however, was nothing like the first. On this day temperatures were in the high-20s and would broach the 30-degree threshold before it was done.

We entered the trail system onto trail 11 and then turned west onto Trail 12 which becomes Trail 14 and then runs parallel with county roads. Although there were clear dirt spots evident in some places, there were also just as many powder drifts in the ample open fields. It was also very noticeable that groomers had recently gone through the ditch trails and made an effort to make the “best of what was left.”

We were in no kind of rush, and so we decided to also go on a boondocking adventure where legal to find untouched snow in remote areas.

Where he knew it was allowed, the leader in our group would slow to a near stop, only to take a hard left or right into a completely untouched meadow, rolling hill or marsh and paint a picture on the fresh canvass of snow. At one point we made camp in the completely quiet, desolate woods – far from any signs of civilization. Well, aside from our monster machines of course.

Rejoice, friends. Even if outside your window is looking bleak, the season isn’t quite over yet for many. Get on the phone – you may just be able to still find some snow.

My neighbor Brent (in the Carhartts at left, pictured with my buddy Steve) may not have the snazziest gear, but he loved the new sleds after being out of the sport for a number of years.

I can’t always claim to walk-the-walk after I talk-the-talk. There have been times, for instance, where I have extolled the virtue of supporting local businesses over big box stores, and then ended up buying my bathroom remodeling supplies at Home Depot, and I have looked the other way too often when my wife uses her Amazon Prime account. I’ve stressed the importance of following all of the rules of the trail, and then admittedly coasted through a few too many stop signs. Yes, I’m imperfect.

After making a pledge in a column written earlier this year in Snow Goer, however, I am quite proud to say that I put a plan into action, and now I’d like to use my own experiences to encourage you to do the same.

The column, titled “Just Take Two,” appeared in the February 2018 issue of Snow Goer and made the case that each of us – as snowmobile enthusiasts – has to take a vested interest in growing our sport by inviting two people out for a ride this winter who were either new to the sport or who had previously ridden but had gotten out of the sport. The theory is this: Snowmobiling is so fun that if you either introduce new people to the sport or reinvigorate somebody’s interest in it by putting their butt on a seat, they will become more interested and will possibly want the equipment themselves – or, at the very least, they will talk positively about the sport to their family and friends and possibly create a butterfly effect. That column is posted below in its entirety.

Now to my boast: So far this winter, I have taken 13 such people for a ride.

It started with one-day trail rides with people who used to own sleds but, for one reason or another, got out of the sport. They included my neighbor Brent; my former co-worker Bill; my cousin Brad, my high school buddy Dave and my own parents. Past riders are the easiest people to get out for a ride because they have fond memories of doing it in their past. They are also likely the easiest people to get back into the sport because they are usually amazed by the suspension and handling capabilities of modern sleds.

My cousin Brad hadn’t spent quality time on a sled built since his old 1987 Ski-Doo Formula MX but was super-enthused after our ride on a cold day in Wisconsin, and posted about it on social media. Though, he said say, “Don’t they build sleds with windshields anymore?!?!”

Then, last week, Snow Goer Sales Director Mark Rosacker and I set up a special day for co-workers on a lake located a mile from our Plymouth, Minnesota, office. We sent a company-wide email telling people to bring their boots, jackets and gloves to work on Friday and then meet us on a local lake for a brief, guided demo ride. We sized them up for helmets, had other spare gear on hand and then put their butts on seats. We happened to select a 34-degree, sunny day, so some people rejected snow pants and just rode in jeans.

By the standards of snowmobiling veterans, it was a rather dull ride – all contained on the surface of a snow-covered, 900-acre lake. But that lake was conveniently located close to our office and was perfect for an introduction to beginners – and the seven co-workers (Adam, Amy, Chad, Jimmy, Kelsey, Nicole and Susan) who took us up on our offer were ecstatic by the end of their rides.

After introducing the riders to the machines, we had each of the newbies play follow-the-leader as we charted a weaving course on the lake surface, traveling in and out of bays at a controlled pace, stopping for photos, letting people try different machines, etc. Each rider got a little something different out of the experience – some of the young motorcycle owners in the group were enthused about the strong acceleration of the machines (particularly of the Yamaha Sidewinder L-TX SE), while some of the other new riders were amazed by the creature comforts (particularly on the Polaris 800 Titan Adventure). Each rider loved the experience in their own way. Many photos were posted on social media, and I’m guessing each person spent part of their weekend telling family members or friends about their great experience and first taste of snowmobiling.

Did we create any new snowmobile owners? Maybe, or maybe not. But in a couple hours of our time we shared a life experience with people, and we got them to appreciate the fun that can be had behind a snowmobile’s handlebar.

So, what are you doing to save and protect our sport? If there’s still snow in your area, why not plan something in the next week? You’ll make a friend for life and you’ll help the sport we all love.

Now, here’s that column from the February issue of Snow Goer.

Co-workers Kelsey and Nicole also shared their experience about snowmobiling on social media and got many likes.

Just Take Two

I’m going to go out on a limb here: If you’re reading this, I’m guessing there are times where you’ve said, “You know, I’m not as young as I used to be.” In fact, right now is the oldest you’ve ever been – how’s that for a realization?!

Jokes aside, as most people age they start thinking about what they’re leaving to the generation after them. I’m not here to talk about the status of our planet, our country or our culture – let’s leave that to talk radio and political websites. Instead, I’m focusing on our sport of snowmobiling.

In one sense, snowmobiling is the best it’s ever been: The machines are more capable and dependable than ever; the trail system is still extensive and impressive; and the available accessories – from high-tech riding gear to GPS gauges to new trailers – have never been better. Yet when a person looks at the big picture, snowmobiling is facing some big challenges, and it’s up to those of us who enjoy the sport to fix them because, again, it’s our sport.

Many problems, including aging snowmobile club members and grassroots workers, snowmobile prices, threats to trail systems and backcountry riding areas, the slipping of our political clout and more, can be traced to one fact: Not enough people – and younger people in particular – are entering snowmobiling.

Sled ownership is down across North America, new sled sales are down and active club membership is the same in many areas, while prices for most things – including sleds, trail permits and registrations – are up. But when we’re actually snowmobiling, things have never been better. I’m still convinced (and I’m guessing you might be, too) that it’s still by far the most exhilarating, interesting and fun thing to do in the winter.

My buddy Dave sold his sleds in recent years, thinking he was done with snowmobiling. After our ride in the Bayfield Peninsula, he’s rethinking that decision.

If we truly want to protect snowmobiling, here is one very simple solution: Take some newcomers for a good ride, because once most people experience the sport, they fall in love with it! It’s up to each of us to set the hook.

Around our office and when talking to snowmobile industry insiders, we talk about this as the magic of putting “butts in seats.” If you put somebody’s butt on a snowmobile seat and share the experience with them, they will likely want to do it again. Snowmobile factory officials talk about the need to do it, but whenever they host a demo ride event it’s a bunch of us – the already converted – who show up, and the would-be/could-be newcomers stay away. The manufacturers should (and really must) find more ways to expand our sport, but ultimately it also comes down to you and me spreading the gospel of snowmobiling to people with whom we already have a relationship.

When’s the last time you shared the joyous experience of snowmobiling with a friend, neighbor, co-worker or relative? Let them borrow some good gear while you get by with your coveralls for that day; let them ride the good sled while you ride the lesser one; and ride at a pace that makes them feel comfortable. Buy them lunch at a folksy pitstop and then get them back to the tow-vehicle or cabin before dark. How could they not fall in love with snowmobiling?

Make the pledge with me to take two people out for such a ride this winter, and if they’re a decade or more younger than you, consider it bonus points. You’ll both have fun, and you will have done our sport a huge favor.

My parents are the ones who got me involved in powersports, though they’re mainly ATV riders now. A trail ride aboard new sleds will hopefully lure them back into my world! (Mom is cheating toward the center of the trail in this image so she doesn’t run over the photographer she brought into the world 52 years earlier!)

Co-workers Adam and Chad both have motorcycle experience but snowmobiling was rather new to them. They were impressed and want to go snowmobiling a

]]>http://snowgoer.com/news/saving-snowmobiling/25846/feed/1How To Prep A Snowmobile For Off-Season Storagehttp://snowgoer.com/snowmobile-tech-tips/prepping-a-snowmobile-for-the-off-season/9055/
http://snowgoer.com/snowmobile-tech-tips/prepping-a-snowmobile-for-the-off-season/9055/#commentsMon, 12 Mar 2018 15:20:00 +0000http://snowgoer.com/?p=9055Many owners let their snowmobiles coast to a stop at the end of a season’s last ride, and there they sit in the yard all spring, summer and fall for the world to see. Unprotected from the elements, they degrade. Fuel hoses harden, seat fabrics crack and rust forms on internal engine components. Corrosion forms in the rear suspension, which causes parts to bind. Decals crack and peel, and the shiny finish on the tunnel slowly turns into a dull, chalky layer of ‘blah.’ Snowmobiles deserve better.

Even if you aren’t so negligent, simply parking your sled in a garage and dumping a little fuel stabilizer in the gas tank isn’t enough to ward off sled wear. Spending about an hour in the spring to prep a snowmobile for the off-season will keep it reliable and fun to ride, not to mention help retain its value. You’ll need a can of storage fogging oil, a few ounces of fuel stabilizer, grease, simple hand tools, aerosol lubricant and a protective place for the snowmobile to rest until fall. Services explained here apply to snowmobiles with two-stroke or four-stroke engines that have carburetors or fuel injection.

Treat the gasoline with fuel stabilizer to help achieve an easier start-up in the fall and to reduce the chance that carburetors will be plugged with gunk.

Snowmobile Off-Season Storage: Treat The Fuel

Gasoline contains solvents that make it volatile, but when those solvents evaporate, the vapors rise from the carburetor bowl and might cause some metals to corrode. The green gunk that you might have seen in the bowl of a carburetor is remnant of fuel and corroded metal that ran down the inside of the carburetor and settled at the lowest point. Fuel injected engines don’t usually suffer from this condition because throttle bodies, typically, are airtight.

Fuel stabilizers are designed to reduce evaporation of solvents that make gas volatile. While using too much stabilizer won’t necessarily harm the fuel system, fuel additives inherently reduce the octane rating of fuel by reducing the concentration, so follow the directions on the container to add the correct amount of stabilizer in relation to how much fuel is in the tank. After you pour fuel stabilizer in the tank, slosh it around and run the engine for a few minutes so treated fuel flows through the system.

Snowmobile Off-Season Storage: Fog The Engine

Talk to someone from just about any crankshaft repair shop and they’ll say that coating the inside of a snowmobile’s engine with storage fogging oil is essential to prevent engine failure. This thin layer of oil protects parts like connecting rods, rod pins, cylinder walls and crankshaft bearings from air and moisture, which will otherwise work together to cause corrosion that makes those parts susceptible to failure.

You need to get to this point in order to fog an engine. Oil sprayed into the air box will get trapped within the foam where it won’t protect the engine.

You might know someone who fires up his or her snowmobile every few weeks during the summer to keep the fuel moving and spread a little oil through the engine, but that’s not adequate to ensure good crankshaft protection. Revving an engine or letting it idle for a few minutes probably won’t get it hot enough to burn off moisture inside either, and it could promote even more water vapor to collect on the crankshaft and within the exhaust system.

Gain access to the engine’s carburetors or throttle bodies by removing or disassembling the air box and pulling out the foam or air horns. In some cases you might be able to peel back the carburetor boots in order to give the fogging oil an unobstructed path from the can to the intake. Removing the air box varies from brand to brand and model to model. It’s fairly easy to access the throat of carburetors or throttle bodies on older sleds, but many newer machines are tricky due to tight spaces that are packed with wires, hoses and cables. Work carefully as you remove parts and make note of their orientation.

With the engine running, spray fogging oil into the engine. Spray the oil at each intake for a few seconds at a time, and then switch to the other cylinder while simultaneously pushing the throttle lever to keep the engine running slightly above idle speed. Continue to spray oil into the engine – alternating cylinders every few seconds – for about a minute, or until thick, white smoke comes out of the exhaust. Let it sputter and shut down. If the engine has carburetors, turn off the fuel switch and remove the drain plugs to let the gasoline flow out. This, in addition to adding fuel stabilizer, helps reduce the chance of problems with the fuel system in the fall.

Engine storage fogging oil is available just about anywhere, and it’s made by many companies.

Spraying storage fogging oil through the intake of a four-stroke engine will help protect the cam shaft, valves and other components in the cylinder head, but Arctic Cat, for example, specifically says not to fog its 1100cc engines. If you’re prepping a four-stroke engine for the off-season, check the owner’s manual to find out whether you should do this step. The manual might also suggest that you change the oil and filter. Two-stroke Ski-Doo sleds with E-TEC direct injection have a self-fogging feature.

Snowmobile Off-Season Storage: Grease The Chassis

To help keep the suspension and steering systems working smoothly, pump a few shots of grease into each zerk on the chassis. This pushes out water from within the small shafts and suspension tubes, and fills those small voids with grease so moisture won’t collect inside the tubes during the temperature cycles of early spring and late fall.

Snowmobiles built within the past few years generally have fewer grease zerks than earlier machines. You might find two or three in the rear suspension and a couple on the front end, but a sled from the mid-1990s, for example, could have six zerks in the skidframe and more than four on the front suspension. Use light from a bright flashlight to look under the engine for zerks on the steering system.

Put fresh grease in every zerk of a snowmobile’s rear suspension before off-season storage.

You can’t over-grease a zerk on a snowmobile suspension. Pump grease into the zerk until you see fresh grease come out of the tube or shaft. Look closely and you might see water come out, proving that this is an important step of snowmobile off-season storage preparation.

Snowmobile Off-Season Storage: Protect Precious Metals

If you’re ambitious, wash the snowmobile with soap and water to restore its showroom shine. Washing is a must-do if the machine was hauled on an open trailer in order to remove corrosive salt and road grime. Spray WD-40 or similar, lightweight oil on metal surfaces: the exhaust, A-arms, rear suspension rails, chaincase cover, cylinders and cylinder head. Liberally apply the oil on those parts to put a barrier against corrosion, but make sure it doesn’t contact the clutches or drive belt. When you pull the sled out of storage in the fall, wash it with a light degreaser like Simple Green to remove the oily glaze.

Storing a snowmobile in a dry building and under a cover will help keep it looking like new.

Snowmobile Off-Season Storage: Where To Park It

The specific location of where you park a snowmobile during the off-season can affect how well it weathers the humid summer air. Under a tarp in the front yard is probably the worst place to store a sled because that cover doesn’t provide real protection from the elements and it traps moisture, which can accelerate corrosion. A sled set on top of a sweaty, concrete floor isn’t good either.

Find a dry place indoors like a garage or the loft of an outbuilding, and put a soft cover over the machine to protect it from dust. A few mothballs scattered under the hood and on the tunnel will help keep rodents away so they won’t chew the seat or other foam on the hood or air box.

Elevate the rear end of the machine by placing a jackstand under the rear bumper, and then unhook the springs. This relieves tension from the springs and helps them last longer, not to mention it takes weight off the track lugs so the tips don’t fold over. Lift the sled and set the chassis on a wooden box or milk crate so the front suspension hangs freely, too.

There will be no March surprise this year — not if Tucker Hibbert even performs marginally in the last few rounds of the ISOC Amsoil Championship Snocross series. The 10-time Pro class champion is running away with the points championship this year, once again winning both of his heats at the Pro class final Friday night in Iowa. With four rounds of Pro class racing left — one Saturday night in Iowa and then a triple-header in Lake Geneva, Wisconsin, later this month — Hibbert has a huge 73-point lead over his primary challenger, Kody Kamm.

A year ago in Lake Geneva, Kamm stole the championship with a dominant final weekend while both Tim Tremblay and Tucker Hibbert had problems and couldn’t match Kamm’s speed. This year? Hibbert has been the one who has been largely unmatched, every time he has take the track. That included Friday night, when he won by an 11-second margin.

Here is the race account from the ISOC race circuit (below). Make sure to get your picks in for this weekend’s round of the Snowmobile Racing Challenge fantasy game — it’s easy, fee and fun, and you can join in at any time.

Hawkeye State Fairs Well for Hibbert & Yurk

With the Theisen’s Snocross National taking place in the rolling hills of Dubuque alongside the Mississippi River, AMSOIL Championship Snocross Powered by RAM roared into Iowa for the second straight season. Snocross enthusiasts from the Quad Cities area arrived in large numbers as they were treated with beautiful March weather and epic racing from the Worlds Greatest Snocross Racers. In the Premier Pro class, Tucker Hibbert was on rails once again as he dominated Round 13. As for the the Pro Lite class, Jacob Yurk was consistent and capitalized on mistakes, to earn the victory all while showing himself as a true championship contender. With only four rounds of racing remaining and the championship standings continuing to tighten, tomorrow’s racing at the Theisen’s Snocross National will be one you do not want to miss.

Pro Lite

Round 1

When the first heat arrived to the starting line, all eyes were on Pro Lite points leader Daniel Benham. Benham launched himself out of the gate quickly but was forced wide, causing him to slide back to the fifth position. As the beginning lap progressed, Zak Mason had arguably his best start of the season as he found himself in the lead. Benham would have an off on the opening lap forcing him to the rear of the field. Travis Kern and Jacob Yurk capitalized on the points leader mistakes and moved into the second and third positions. Emil Harr aboard his Makita Ski-Doo, moved through the field including passing Yurk putting himself into the top three. Travis Kern would also have an off in this race taking him from second down to seventh. As the checkered flags flew it was, Zak Mason taking the win, Emil Hard is second and Jacob Yurk third. In the second heat of round one, Andrew Lindholm would nab the holeshot and lead the opening laps of the seven lap qualifier. Aki Pihlaja started the race in fourth, but after smart line choices moved to second in just two laps. Pihlaja’s Ski-Doo teammate, Marcus Ogemar, rounded out the top three in the early stages of the race. Pihlaja would make an aggressive inside pass on Lindholm to take over the lead with two laps remaining. After moving passed Lindholm, Pihlaja would check out from the rest of the pack and earn his first heat race win of the weekend. Lindholm would finish in second and Ogemar third. In the final heat of round one for the Pro Lite class, Pro veteran, Andy Lieders would steal the holeshot and lead the entire race flag-to-flag. Evan Daudt solidified the second spot while Oskar Norum rode in third. Lieders gapped the field the entire race while second and third battled to stay close. As the riders crossed the finish line it was Lieders, Daudt and Norum consuming the top three positions.

Round 2

With the final round of qualifying for the Pro Lite class set to begin, each rider was looking for a great round to solidify a good starting spot for the main event later in the evening. Jacob Yurk nailed the holeshot in heat one as he was able to lead the Arctic Cat trio of himself Travis Kern and Andrew Lindholm up the hill. Yurk would lead nearly the entire race before having an issue near the finish line, causing him to finish in second. Yurk’s misfortune propelled Travis Kern to his first heat race win of the weekend. Nisse Kjellstrom charged hard from fifth, to finish his qualifying efforts in third. The second heat showcased the composure of the 2017 Pro Lite points champion, Aki Pihlaja, as he was able to successfully pass Daniel Benham and run away to victory. The current points leader, Daniel Benham, did execute the start of the race well, but Pihlaja was too dominant in round two. The final spot in the top three was taken by none other then Marcus Ogemar. In the final Pro Lite qualifying race of the day, Evan Daudt would jump out to the early lead as he was chased by the two Warnert Racing Ski-Doo’s, Max Taillefer and Emil Harr. Harr would have a hard off on the downhill forcing him to the rear of the field. Daudt would run a near flawless race and lead the entire moto flag-to-flag. Max Taillefer would also run a strong race in second while Martin Moland made a last lap pass to finish in third.

Final

As the light went green for the Pro Lite final at day one of the Theisen’s Snocross National, Evan Daudt piloted his Polaris to the early race lead. The lead for Daudt was short lived as Aki Pihlaja made an aggressive move on the opening lap to take over the number one position. Jacob Yurk started his main event off in third but was also able to make quick work on Daudt and move to second. Starting in the back row, points leader Daniel Benham already found himself in the sixth spot. With the opening laps being completed, Martin Moland ran in fourth while Travis Kern was fifth. Daniel Benham was able to move around his teammate of Kern, and move inside the top five on lap four. As the halfway point of the race come into contact with the riders, Evan Daudt, Martin Moland and Daniel Benham all were battling closely for the final spot on the podium. Moland and Benham were both able to get around Daudt to force the Polaris rider down to fifth. With the battles behind the leaders taking place, Pihlaja and Yurk were able to gap themselves from the rest of the competitors. With the laps ticking off and only two laps to go, race leader, Aki Pihlaja, had a crash taking him out of the race lead. This crash forced Pihlaja down to fourth and advanced Yurk to the lead with only two laps left. Yurk would hold onto the victory and close the gap of points leader, Daniel Benham. Martin Moland would execute a near flawless race and finish in second while Daniel Benham finished third after starting from the back row. Aki Pihlaja crossed the finish line in fourth and Hunter Patenaude rounded out the top five.

Pro Lite podium in Iowa,

#727 Jacob Yurk

#75 Martin Moland

#221 Daniel Benham

#128 Aki Pihlaja

#208 Hunter Patenaude

#144 Max Taillefer

#201 Travis Kern

#27 Nisse Kjellstrom

#63 Zak Mason

#114 Alexander Berglund

#31 Emil Harr

#21 Cole Cottew

#40 Oskar Norum

#413 Evan Daudt

#58 Marcus Ogemar

Pro

Round 1

In the first heat of Round 1 for the penultimate class of AMSOIL Championship Snocross, the 10x champion, Tucker Hibbert, was nothing less than dominant. Hibbert would grab the first holeshot of the evening and not look back, as he led every lap of the race. Reigning champion, Kody Kamm, also had a great start and found himself in the runner up position. Lincoln Lemieux was running a strong third before having an off on the downhill causing him to drop outside the top five. Petter Narsa sneaked around the downed rider of Lemieux and stole the third spot. Narsa would charge hard late in the race to catch his teammate but fell 3 sled lengths short of the reigning champion. The final Pro heat race of round one saw Corin Todd and Tim Tremblay battle intensely for the top spot in the moto. Todd earned the holeshot and led half the race before Tim Tremblay executed a huge triple on the downhill to move into the lead. Tremblay would gap the field and earn the win while Logan Christian made a last corner pass to finish in second. Corin Todd rounded out the top three.

Round 2

The final round of qualifying for Round 13 of the Theisen’s Snocross National featured great battles and high excitement. In the first heat, Pro rookie Jake Angove rocketed out of the gate to find himself in the early race lead. Logan Christian found himself in second while Lincoln Lemieux rode third in the early stages of the lead. Lemieux unfortunately had another off on the downhill forcing him once again to the rear of the field. This crash helped Kamm propel into third and set his eyes on the leaders. As the laps winded down, Angove held off the hard charging riders behind him. Kamm and Christian would go bar-to-bar for three laps before the two would tangle forcing Christian to have an off. This crash gave Adam Renheim an edge to finish inside the top three. Kamm and Angove would battle as the white flag flew for the entire lap but the rookie held on to win his first career Pro heat race. Kamm crossed the finish line in second and Adam Renheim third. The final pro qualifying race featured an epic three way battle for first. Montana Jess sealed the holeshot and early race lead over fellow Arctic Cat racers, Johan Lidman and Tucker Hibbert. The three Arctic Cat riders were three wide on the downhill giving the huge Dubuque crowd yet another reason to cheer. As the snow settled, it was Tucker Hibbert taking the win, Johan Lidman in second and Pro rookie Montana Jess in third.

Final

The moment the huge Dubuque crowd has been waiting for, the Pro final. As the riders started the race for Round 13 of AMSOIL Championship Snocross Powered by RAM, Pro rookie Montana Jess was the racer who earned the Studboy Holeshot Award. With Jess out front, Tucker Hibbert ran in second while Logan Christian rounded out the top three. On lap two of the eighteen lap main event, Tucker Hibbert was able to get around the Rookie, Jess, and move into the lead. Hibbert started his dominance early tonight as he already gapped the field by four seconds on lap five. Johan Lidman also moved passed Jess to earn the second position. The following lap Logan Christian made his move stick to now find himself in podium contention. Tim Tremblay started the main event in seventh and at the halfway point found himself in fifth. The following lap, Tremblay had a mechanical issue forcing him out of the race. On lap twelve, Hibbert is dominating the field while Johan Lidman and Logan Christian battle for the final spots on the podium, With the laps ticking off, Lincoln Lemieux moved into fifth and started chasing down Petter Narsa for fourth. As the checkered flags flew it was Tucker Hibbert winning by a stellar eleven seconds. Johan Lidman was second and Logan Christian third. Petter Narsa finished in a strong fifth while Lincoln Lemieux was fifth.

Pro class podium in Iowa.

#68 Tucker Hibbert

#52 Johan Lidman

#43 Logan Christian

#54 Petter Narsa

#13 Lincoln Lemieux

#1 Kody Kamm

#765 Montana Jess

#311 Adam Renheim

#36 Corin Todd

#200 Elias Ishoel

#541 Ryan Springer

#248 Brett Nastala

#436 Travis Muller

#177 Jake Angove

#11 Tim Tremblay

Pro AM Women

When the light went green for the Professional women of the sport, Malene Anderson took the early lead while the points leader Megan Brodeur was in second. Brodeur moved passed Anderson late in the race to earn the victory all while extending her points lead. Malene Anderson ran a strong second and Elina Ohman rounded out the podium.

It’s a well-known fact in the movie industry that every great storyline deserves a great sequel. Oftentimes, the best outcomes are the result of smaller, concise efforts tailored to specific strengths.

For model year 2019 Yamaha is introducing a low and fast lake-racing special with a familiar SRX name that is sure to get the go-fast crowd foaming at the mouth, plus is bringing the new Intelligent Quick Switch (iQS) interactive suspension system on select models.

At the same time, Big Blue is also making a concentrated effort to scale back its new model lineup production – from a total 34 models in 2018 to 12 – to react to an ever-changing snowmobiling market with high inventory levels driven by low-snow winters in key markets. The goal is to focus on handpicked models while allowing time for inventory levels at dealerships to dramatically decrease by creating scarcity.

Gone for 2019 are all Apex, Vector, Venture and Phazer snowmobiles; in fact, the only Yamaha-built Yamaha in the brand’s 2019 North American lineup is a utility machine. Also MIA for 2019 are all but one M-TX, B-TX and SXViper, and all Sidewinders with 129-inch tracks.

But don’t think that this is Yamaha’s first step toward leaving the snowmobile industry – company officials stressed that it has recently added to its staff at its Wisconsin-based snowmobile R&D center, on top of investments in Japan. (To see the new, 2019 snowmobiles from Arctic Cat, Polaris and Ski-Doo, click on the brand names.)

SRX FULFILLS NEED FOR SPEED

Yamaha’s hero machine for model year 2019 carries a name that will likely sound familiar, and is sure to create a buzz.

The SRX brand has a glorious history. It was originally launched as a limited-build oval racing sled, but its initial first consumer iteration was as Yamaha’s first liquid-cooled trail sled in 1976 – a machine targeted at the go-fast crowd. After being replaced by the Vmax, the SRX badging returned for 1998 in the form of two super-impressive triple-piped triple sleds in the 600 or 700 class, with best-in-class handling and acceleration. But those SRX models soon disappeared as Yamaha shifted its focus toward four-stroke powerplants. The name was recently brought back for the youth-focused SRX 120, but that’s hardly part of the famed SRX lineage.

The new, third-generation, adult-sized SRX offers the serious kick-in-the-pants of its predecessors, and then some.

Sidewinder SRX LE

The Sidewinder SRX LE takes the Sidewinder platform to a new level – offering the go-really-really-fast crowd a machine with more speed and better handling. It will offer a unique suspension package of shocks and springs that will provide a lowered ride height that won’t compromise comfort. The suspension will also be adjustable on-the-fly with the push of a button (for more on that, read to the bottom of the article).

To gain speed on what’s already the sport’s fastest sled – a Yamaha insider told us the goal was adding 6 mph to the top end – Yamaha lowered the ride height by using new dual-rate springs on the ski suspension and on the front arm of the skid while also utilizing a new rear torsion spring. All of them have a lower preload rate but have the same force at the bottom of the shock stroke. Overall the drive shaft is now 1 inch closer to the ground.

To gain even more speed, the SRX will also utilize a track with shorter lugs – opting for a 15- by 137- by 1-inch RipSaw with a 2.86-inch pitch. The buyer of such a machine is quite likely to use studs, so they’ll get their traction elsewhere. Also, Yamaha added bogie wheels to the skid and replaced the rear tri-hub axle with a larger wheel set to reduce friction.

At the Rode Reports event in West Yellowstone, Montana, in early March our team was able to test a Sidewinder SRX LE, and it took less than three minutes to tell how much power it offered riders. Acceleration was immediate and you could feel the torque in your shoulders upon takeoff, and when the turbo kicked in its acceleration rate was blistering – in fact, it was hard to believe that the machine only had suspension and track changes; it felt like it had added boost. Handling around corners was effortless due in part to the lower ride height.

Sidewinder SRX LE

The new SRX also offers a new throttle lever design modeled around the Apex version, which riders raved about in the past, while the handlebar features new ergo-friendly controls and a new kill-switch.

The sled will clearly be marketed toward the lake racer focused on unmatched top speed and acceleration, with fluid, natural and flat cornering, and high confidence.

Sidewinder Options, Upgrades

The Sidewinder will be the model most present in Yamaha’s new stable, comprising eight of the total 12 models for 2019, and five of those ’Winders will be LE models only available through the brand’s Spring Power Surge order program. All will be powered by the smooth and fast turbocharged 998cc four-stroke triple that has made so many happy customers since it was introduced for model year 2017. They all sit in the SRV chassis and will be built at the Arctic Cat factory in Minnesota. For 2019 they all get new clutch calibrations to extend belt life, a new Hayes brake with the short lever that’s easier to reach, and new handlebar control switches that improve fit and finish.

Sidewinder L-TX LE 137

Three 137-inch L-TX models return for 2019 – an LE, an SE and a DX – each with a new rear axle set replacing the Tri-Hub design.

Other than the SRX, the most upgraded Sidewinder for 2019 is the Sidewinder L-TX LE. It comes with the new, adjust-on-the-fly iQS shocks plus a new 1.6-inch Cobra track that is sure to get a better grip on- and off-trail. To match that, on this model only, Yamaha swapped out the gearing to a 24/50 set – gearing previously only used on 153-inch Sidewinder B-TX models – to provide sharper corner-to-corner acceleration. Other L-TX models stay at 21/41 gears. The LE models also come with a new tunnel bag and race height windshield, plus a heated seat and heated visor outlet. It also has a flashy paint job for 2019 – a mix of blue and hi vis yellow.

The full-season available, red-and-white Sidewinder L-TX SE also gets a new windshield, though it’s slightly taller. It rides on Fox 1.5 Zero RC coil-overs up front and HPG shocks in the skid. The more touring-focused Sidewinder L-TX DX comes with more on-board storage, a tall window, heated seat and its classy-cool black and grey color combo.

There are two crossover X-TX models for 2019 that ride on uncoupled rear suspensions for premium weight transfer plus a mountain strap on the handlebar. The spring-order Sidewinder X-TX LE is more off-trail focused and takes the place of last year’s X-TX SE 137, with a 40-inch front end, tipped-in mountain spindles, a new single-keel crossover ski that’s supposed to provide better flotation and the short mountain seat. It rides on the 141- by 1.75-inch Backcountry X in 2019, with new idler wheels in the skid frame and Fox QS3 shocks.

The full-season Sidewinder X-TX SE returns with its 42-inch, trail-oriented front end and 1.6-inch Cobra track. It gets Fox QS3 shocks for 2019 vs. the Fox FLOATs found here last year.

Sidewinder M-TX LE

Yamaha’s two returning powder machines are the flatland-focused B-TX and the altitude-aimed M-TX 162. The Sidewinder B-TX LE is back with its 15- by 153- by 2.25-inch Power Claw track and 40-inch ski stance. It gets the same new single-keel crossover skis found on the X-TX LE, plus QS3 shocks. A second set of idler wheels was added to the skid, which should help with hyfax wear so the ice scratchers have been removed.

The mountain-focused Sidewinder M-TX 162 LE – with its 162-inch track with 3-inch lugs and 36-inch front end – will dawn new blue Deep Keel Mountain Skis to go along with a new hi-vis paint design and a new tunnel bag.

Four Non-Sidewinders

The four non-Sidewinders that return for 2019 include one SRViper, one utility beast and two smaller sleds.

The lone machine returning with Yamagha’s 1049cc naturally aspirated triple is the base-levek Viper L-TX with monotube aluminum shocks and the 15- by 137- by 1.25-inch RipSaw II track. It gets a new rear axle set but otherwise returns essentially unchanged, including having the old-style handlebar switches and brake.

The initial launch of the 200cc Snoscoot has widely been considered a success. And after a few changes to the sled for 2019 – including electric start that will now come standard, a longer pull-cord starter and a longer oil dipstick for easier maintenance – anticipation is high that the momentum will continue into the immediate future. The SRX 120 R will feature a new idler wheel design.

The only utility sled available from Yamaha – at least in North America – will be the unchanged VK540, though the brand will still have other utility models available in Europe and Russia.

New Shock Technology

If the announcement of its return wasn’t intriguing enough, Yamaha has also introduced its new interactive suspension system, dubbed the Fox iQS (Intelligent Quick Switch) that will equip the SRX LE as well as the Sidewinder L-TX LE.

The iQS handlebar switch

Powered through Fox QS3 shocks on the front suspension and also the rear shock on the skid frame, a rider will now be able to switch suspension settings immediately by utilizing a simple switch on the left handlebar. Three modes – soft, medium and firm – allow a rider to customize an adventure around their own comfort, skill level and the terrain faced throughout any given ride. Arctic Cat will also utilize the technology in its iACT lineup.

The changes enabled by the iQS system are almost immediate and are very noticeable. Switching, for instance, from the soft to medium setting came in handy when we experienced changing trial conditions around West Yellowstone last week. The firm setting, though, is quite stiff and really would only come in handy when jumping far and landing hard.

THE STRATEGY

An estimated 34 percent of current “new sled” sales are non-current models, meaning new but at least one model year old, and that affects both new and used sled sales and pricing.

Going forward Yamaha insists its planned wide-scale shift in strategy toward a concentrated lineup will not be done on the backs of existing customers and brand loyalists, but instead through emerging as a product powerhouse with its new, condensed model lineups.

“For 2020 and beyond, we have got some exciting things happening, we’re on the gas but we’re taking a very rifle approach right now,” Smallman-Tew said. “When we target a market segment, we’re going to target a market segment that has the ability to grow.”

New Yamaha sleds will be scarce in 2019.

“If you want to buy a Yamaha, you’ve got to put the money down at the beginning of the year because when in-season comes, there’s not going to be a lot of product around,” Smallman-Tew said.

New Indy 129 models give short-track riders a choice — do they want the rowdy, big-weight-transfer feel of an uncoupled Rush, or the smooth stutter bump performance of the new Indy 129.

Promising more nimble off-trail prowess, a smoother ride for those who stick to trails, an intriguing new option for entry-level or transition riders plus a new big-power option throughout much of its lineup, Polaris unveiled its 2019 snowmobile lineup on March 5.

More headline grabbing is the mega-powerful new Patriot 850 engine that Polaris is claiming will be the most powerful, quickest-reacting two-stroke in the sport: yes, they say it tops Ski-Doo’s 850 E-TEC. The engine will be available for riders of all sorts – buyers of Indy, Rush, Switchback, Switchback Assault, SKS or Pro-RMK will get the 850-option, but only if they order one in the brand’s exclusive spring Snow Check program. It won’t be available for “in-season” models sold next fall and winter.

Polaris is also unveiling a new line of trail machines called the Indy 129 in the Axys chassis that offers a new, smooth-riding alternative to the more radical Rush. Also new in the Indy world is the Indy EVO, a full-sized sled with downsized ergonomics, ride height and engine performance to suit younger or newer riders.

Meanwhile, mountain riders can get a new Pro-RMK with a narrower and lighter front end, revised rear end and an option of the aforementioned 850 twin. (To see the new, 2019 snowmobiles from Arctic Cat, Ski-Doo and Yamaha, click on the brand names.)

PATRIOT 850 ENGINE

There have long been rumors that Polaris powerplant engineers were working on something that broke the magical 800cc two-stroke barrier, but the company sat idle in 2017 when Ski-Doo launched its 850 E-TEC engine and Yamaha and Cat unveiled the 200-plus horsepower turbocharged four-stroke in the Sidewinder/ZR 9000 models.

The new Patriot 850 engine has allegedly been in the works for more than 5 years, Polaris officials said.

But the wait is now over for Polaris horsepower junkies. The new Patriot 850 engine shares the same 85mm bore as the 800 H.O. found in other Axys chassis machines, but the new, high-tech 840cc twin is vastly different, the result of what designers call a “clean-sheet-of-paper” process that freed them to come up with the best formula for the stated goals of the project – which included class-leading durability, acceleration and flickability/responsiveness.

It starts on the bottom end, where Polaris went with a beefy but efficient crank utilizing larger bearings and pins, higher grade materials and other durability-focused upgrades that result in a piece that is 3 pounds heavier than the crank assembly found in the 800 H.O., but matches the low inertia level of the previous design, Polaris says.

The cylinders feature taller pistons with thicker domes and single piston rings matched with higher capacity bearings and larger wrist pins – again with durability and performance in mind. A single-piece cylinder head features enhanced cooling through high-flow, narrow passages while the new three-stage variable exhaust system is a simplified design that includes magnesium parts and promises better performance throughout the powerband, designers claim. It ties into a faster-processing ECU that gets information from more sources, including a new contactless throttle position sensor, additional sensors in the exhaust, new fuel pressure and temperature sensors and more.

Also tied into the system are new 50mm throttle bodies with a permanent-set idle position; new VForce carbon fiber reeds with enhanced sealing; the power-boosting regulator that feeds a stronger and steadier flow of electricity at a lower RPM; and a unique, specially designed engine mounting system.

Tested last week at altitude, the 850 was strong and forceful. It sounded like the now-familiar 800 H.O., but it had a stronger pull. Some models featuring the pre-production engines we tested had a bit of a gurgle at about 5900 RPM, but designers said they had identified the problem and would have it solved by the end of this week. No horsepower or torque numbers were released, but Polaris officials said it will be the most powerful engine that the brand has ever put in a snowmobile, with a claimed 9 percent better power-to-weight ratio than anything in its class, and 13 percent lower inertia. They are also backing up the durability claims with a four-year warranty.

“From an acceleration perspective, we wanted trail guys to be able to experience really ferocious acceleration that you can get with this class of machine; but also for the deep snow guys to get instantaneous lift, because that’s what matters in the mountains is that quickness and responsiveness,” said Chris Wolf, the president of snowmobiles at Polaris. “Low inertia gives us that responsiveness and fun factor on the trail and that flickability and helps enable that power-to-weight ratio.”

2019 Polaris 850 Indy 129 XC

NEW INDY 129 MODELS

For 2019, the Indy name further evolves to include four new, high-end trail burners that will rival their sister Rush machines, thanks to a new rear suspension, new engine options, extruded aluminum running boards and varied tracks options plus a move to the more modern Axys chassis.

We’re talking about the Indy XC 129 models available with a 600, 800 or 850-class engine – plus the 600 Indy SP 129 – that Polaris officials say will combine class-leading acceleration and great handling with better stutter bump performance than is available from uncoupled Rush models.

Like previous Indy models, the new XC and SP 129 models will feature a full-length tunnel with a traditional rear suspension with contained shocks, but will be wrapped by a 129-inch track. The new rear suspension – called the Pro-CC 129 – is a coupled design that Polaris officials say benefits from lessons learned from the Rush models’ Pro-XC, the Polaris 600R race machine and even last year’s Titan models.

“It will still be plush but really resistant to bottoming, and that allows us to set the spring for a softer ride. For people who really care about chatter-bump ride, this thing is phenomenal, but it hasn’t lost the fun factor that we give you with the Pro-XC, so it’s a really nice sweet spot.”

The Indy XC models will come with Walker Evans Compression Adjustable Piggyback shocks and a choice between a 1.25-inch RipSaw II, 1.35-inch Cobra or a new Camso Storm track with varying lug height maxing out at 1.5 inches; the 600 Indy SP will get standard IFPs and a 1.25-inch RipSaw II.

With the move to the Axys chassis, the Indy 129 models get improved ergonomics, an upgraded front suspension, new switches, improved fit and finish, better running boards with big snow evacuation holes and a more durable rear bumper, plus this new setup will allow trail riders to easily add a 2-Up seat.

During our test rides, we really liked the new rear suspension in stutter bumps – it’s a big step up from the Rush models in this situation, though in huge bump bashing the Rush or Switchback XCR seemed to reign supreme.

The low-slung Indy EVO snowmobile was very fun to ride, with flat handling, limited power and lower ergonomics.

Polaris unveiled another new 2019 Indy model about six weeks ago – the EVO. This downsized version of a 550 Indy featured the Pro-Ride chassis with a lower seat, lower and narrower handlebar and a smaller throttle, with the cockpit moved forward slightly due to a smaller fuel tank. The ride height was also brought down, with just 4.1 inches of travel from the otherwise traditional-looking Pro-Ride front suspension, though the ski stance sits at 39.5 inches.

EVO machines come from the factory with an ECU-limited top speed of 50 mph and are aimed at smaller or new-to-sport riders. The pull start base version of the machine will carry a retail price of $5,299, while an electric start version with a better seat has an MSRP of $5,699. Click here to learn more about the EVO.

NARROWER, REVISED RMKS WITH 850 OPTION

Promising riders even more maneuverability from their already impressively agile Pro-RMK snowmobiles, Polaris designers went to work on both ends of their powder-churning mountain ma-chines for 2019.

More power, a narrower front end and other geometry changes promise to upgrade Polaris’ already popular RMK lineup.

Up front, the sleds get the new, narrower Pro-RMK React ski suspension. Its most notable feature is the narrowed stance – adjustable between 36 and 38 inches compared to the previously widest-in-class 39- to 41-inch adjustable front end. Polaris went with forged aluminum A-arms and spindles with its new geometry, and matched them with new SLS Shock Springs – widely spaced steel springs that are lighter than titanium and three pounds lighter than the previous springs.

In back, Polaris has a new, lightweight aluminum front track shock cross shaft as well as one of those SLS springs on the front arm. Also, Polaris has a new lightweight hyfax that strips weight and new PowderTrac XT running boards to spring-order models.

Of course, this is on top of the 850 engine option – and we know mountain riders crave big power for altitude. The beefy engine weighs more than the 800 H.O., but those pounds are offset by weight-savings in the hyfax, springs and other suspension components, plus more power. The spec weight on a 2019 850 Pro-RMK 163 is listed at 420 pounds.

THROUGH THE LINEUP

Let’s take a look at what all of this means by going through the 2019 Polaris lineup.

In the Rush, Switchback and Switchback Assault lines, there will be a new 850 option for Snow Check buyers, but otherwise the 600- and 800-class Pro-S and XCR models return unchanged, though with more spring options. The Rush Pro-X models have been dropped, as buyers previously attracted to them pretty much all moved over to the XCRs. Switchback Adventure models return with new colors and graphics only.

The 2019 Polaris 800 Titan XC will be available with many spring options this year, including a color other than black.

The Indy lineup changes the most, with the new EVO and 129 XC and SP models grabbing the most attention. The 550 and 600 Indy models return as price-point options, as do the 550 Indy Adventures. Utility-focused Voyageur and Widetrak models. The Titan models gained a bunch of fans in their freshman year and return unchanged, though a Titan XC model can be spring-ordered for 2019 with more colorful side panels and more options.

The Pro-RMK models in the 600, 800 and 850 class get all of the aforementioned suspension changes, with track lengths varying between 155 and 174 inches. The base 600 RMK 144 and 800 RMK Assault 155 returned unchanged other than colors and graphics, as do all SKS models – though, again, the SKS gets the 850 option.

The recap below was provided by the ISOC Amsoil Championship Snocross series.

Hibbert And Benham Dominate Round 12 In Michigan

Action at Soaring Eagle Casino & Resort came to a thrilling conclusion on Saturday night, as Round 12 of AMSOIL Championship Snocross Powered by RAM featured two remarkable main events at the Soaring Eagle Snocross National. This included one of the more sensational passes for the lead that has been seen thus far this season. Coming out victorious in the premier Pro class, Tucker Hibbert would charge from mid-pack to earn yet another win in the 2017-2018 season. Hibbert would execute a pass on the reigning champion, Kody Kamm, to win tonight in Michigan. And in Pro Lite contest, Daniel Benham continued to impress. The Arctic Cat rider would dominate the class as he was uncontested, leading every lap of the main event.

Pro Lite

Round 1

As the Pro Lite qualifying races began Saturday for the Soaring Eagle Snocross National, the points leader Daniel Benham chalked another holeshot win on the chalkboard as he started to gap the field early in heat one. Andrew Lindholm executed his best start of the weekend as he found himself in second. Martin Moland started the race in the fifth position, but as three laps were completed, he found himself now in third. Daniel Benham completed the flag-to-flag victory with Martin Moland finishing in second and Viktor Herten third. In the second heat of the first round, Korbyn Anderson led the field as fellow Ski-Doo rider Marcus Ogemar slotted into the second place spot. Korbyn Anderson would make a huge mistake forcing him off his snowmobile and outside the top five. Anderson’s misfortune benefited Ogemar as he now was the race leader with Andy Lieders second and Aki Pihlaja third. Ogemar would run a near flawless race as he would win his first qualifying event of the weekend. Reigning champion, Aki Pihlaja, made a late race charge on the second place rider but would fall short to the composure of veteran racer Andy Lieders. Travis Kern would lead the pack up the hill in Michigan as the final heat of round one began. Nisse Kjellstrom found himself in second with Round 11 winner, Jacob Yurk, close behind. Yurk would execute the pass on his fellow Arctic Cat teammate and set his eyes on the heat race leader Travis Kern. Kern would hold off the multi race winner, and earn his first heat race win of the weekend. Yurk continued his Michigan success and finished second, while Evan Daudt rode a strong third. Unfortunately, Nisse Kjellstrom had a last lap crash taking him out of third, and forcing him down to the eighth place spot.

Round 2

With the riders looking to earn a good qualifying position for the final, Evan Daudt nailed the holeshot in round two, as he is looking to be one of the top qualifiers for the final race, later in the evening. Daudt would later be passed by the new leader of Andrew Lindholm. Daudt would make little mistakes but Andy Lieders was able to power around his fellow Polaris rider. Lieders would then start to battle with Lindholm for the lead, but would have an issue forcing him to have to qualify through the LCQ. As the checkered flags flew it was Andrew Lindholm taking the win, Evan Daudt second, and Viktor Herten in third. In the second heat of round two, the points leader Daniel Benham would once again earn a great start but would be surprisingly passed by fellow Arctic Cat racer, Nisse Kjellstrom. Kjellstrom would lead the beginning laps of the race but the pressure from the points leader was too much to handle as Benham would take the lead and run away to victory. Kjellstrom earned himself a second place in round two and Zak Mason would round out the top three. In the final Pro Lite heat race of the weekend, Aki Pihlaja had his best start of the weekend and found himself leading heat three. Round 11 winner, Jacob Yurk, started the race in the runner up position but after mistakes fell back to fourth. Pihlaja would lead the entire race flag-to-flag but the battle for second heated up. Travis Kern and Jacob Yurk would go back and forth the second half of the race, with the edge going to Kern. The top three went as followed: Pihlaja, Kern, Yurk.

Final

The final race of the weekend for the Pro Lite class featured nothing less then brilliance for the points leader Daniel Benham. The factory Arctic Cat racer would pull off his best start of the weekend and run away to victory with ease. The reigning champion, Aki Pihlaja, also had a great start as he came off the line in second. This race was somewhat of a comeback race for Pihlaja, as he did not make the final in Round 11. Andrew Lindholm was sitting in podium contention early in the race but due to small mistakes the Arctic Cat rider would fall to fifth. With the mistakes of Lindholm, Travis Kern and Jacob Yurk would capitalize and move into top five positions. One of that favorites for this evenings final was Nisse Kjellstrom. Kjellstrom would have an off early in the race and take him out of the running to extend his podium finish streak. Five laps into the main event, the leader Benham has already stretched his lead out to nearly four seconds. The battle for third was tight as the halfway flags flew in Round 12. Jacob Yurk and Travis Kern were swapping positions back-and-forth as they battled for the final spot on the podium. Yurk would execute the pass cleanly and look to make it a two podium weekend in Michigan. Hunter Patenaude struggled in qualifying today but in the final he was able to make the best of the back row starting position and found himself in the top seven. Martin Moland also was having a strong night aboard his Arctic Cat and rode in fifth looking to chase down the #201 of Travis Kern. When the double checkered flags flew it was Daniel Benham riding perfectly,. to win with a five second margin of victory. Aki Pihlaja would bounce back this evening and finish second. The final spot on the podium was last nights winner Jacob Yurk.

#221 Daniel Benham

#128 Aki Pihlaja

#727 Jacob Yurk

#201 Travis Kern

#75 Martin Moland

#302 Viktor Herten

#208 Hunter Patenaude

#46 Andrew Lindholm

#63 Zak Mason

#413 Evan Daudt

#58 Marcus Ogemar

#114 Alexander Berglund

#57 Andy Lieders

#40 Oskar Norum

#27 Nisse Kjellstrom

Pro

Round 1

In the first heat for the Pro class in Round 12 of AMSOIL Championship Snocross, Henteges’ Racing teammates, Petter Narsa & Kody Kamm, would put on a great show for the fans. The Polaris duo would checkout from the field as they followed one another close intact. Narsa would have very much pressure from the reigning champion, but would hang on to earn himself five extra bonus points. Kamm would finish in second while Tim Tremblay charged hard from the rear of the field to finish third. The final Pro qualifying race showcased the consistency of Johan Lidman in Mt, Pleasant. Lidman would have a great early lead but would start to feel the pressure from Lemieux and Christian. The two riders chasing the leaders would put in a valiant effort but would not execute the pass due to the speed of Lidman in round one. Tucker Hibbert had a poor start, as he crossed the finish line in eighth and worked hard to pass racers to finish in fourth. Top three from heat two: Lidman, Lemieux, Christian.

Round 2

With the final qualifying races of the weekend for the Soaring Eagle Snocross National taking place, Montana Jess would look for more success, as the first heat race starts to make way. Logan Christian was also able to get a good start and found himself in second while Lincoln Lemieux was third. While in the third position, Lemieux would make contact with Christian, forcing the Round 11 winner to have an off. With the off for Lemieux, Petter Narsa slotted himself into third. At the halfway point of the race Logan Christian was able to carry more momentum in the big triple section to execute a pass over Jess. The pursuing lap saw Petter Narsa make the same move as Christian and get passed Jess. Logan Christian would pilot his Arctic Cat to the heat race win after a rough day yesterday. Petter Narsa crossed the finish line in second and Montana Jess would be third. In the final Pro heat race of the weekend, Tucker Hibbert put on a Snocross clinic. The Monster Energy/ Ram Truck/ Arctic Cat rider had to move from fourth to first in the first lap to solidify a race with no roost. Hibbert would battle with Kody Kamm on the uphill of the first lap, making contact on his way to a dominating heat race win. Kody Kamm fell back to third after grabbing the holeshot, but made the pass on Travis Muller to finish the race in second. Muller would then finish his qualifying efforts with a third.

Final

The huge crowd at the Soaring Eagle Snocross National witnessed an incredible battle between last years Pro champion, Kody Kamm, and the 10x National Champion, Tucker Hibbert. Kamm would jump out to the early, being followed closely by Johan Lidman and Petter Narsa. Tucker Hibbert had a better start this evening as he slotted into the fourth position. Logan Christian and Tim Tremblay executed strong starts as well, as they rode in the fifth and sixth spots early in the main event. On lap three, the third place rider Petter Narsa would have a crash that unfortunately pushed him to the rear of the pack. Tim Tremblay would make an aggressive move on the rough downhill here in Michigan to move past Logan Christian. Kamm, Lidman, and Hibbert have pulled away from the rest of the field as the race starts to fully take shape and reach the halfway point. On lap 10, Tucker Hibbert chose a smooth, smart line to get by Lidman and solidify the second place spot. With only six laps to go in the main event, Tucker Hibbert has caught Kody Kamm and was doing everything he could to get by his fellow Monster Energy Athlete. Kamm would stay low in the corners blocking every passing move Hibbert would try to make. With four laps remaining, Hibbert saw his opening and blasted into the lead. Kamm would battle back, and rub with the multi time champion before Hibbert started to slip away. Hibberts block pass was nothing less then perfection. With only one lap to go in the main event, Hibbert was on cruise control looking for yet another win. Kamm also sat easily in second, but Lidman had much pressure from Tim Tremblay. Tremblay would make a great last corner pass moving him onto the final spot on the podium. Tucker would have redemption tonight in Round 12, as he was the winner while Kody Kamm finished second. Tim Tremblay rounded out the podium giving him a double podium in Michigan.

#68 Tucker Hibbert

#1 Kody Kamm

#11 Tim Tremblay

#52 Johan Lidman

#43 Logan Christian

#311 Adam Renheim

#13 Lincoln Lemieux

#98 Nick Pattyn

#36 Corin Todd

#436 Travis Muller

#610 Kristoffer Holm

#541 Ryan Springer

#765 Montana Jess

#248 Brett Nastala

#54 Petter Narsa

]]>http://snowgoer.com/latest-news/hibbert-benham-claim-snocross-round-12/25815/feed/0How To Replace Ski-Doo Pilot TS Ski Wear Barshttp://snowgoer.com/snowmobile-tech-tips/how-to-replace-ski-doo-pilot-ts-ski-wear-bars/23114/
http://snowgoer.com/snowmobile-tech-tips/how-to-replace-ski-doo-pilot-ts-ski-wear-bars/23114/#commentsMon, 26 Feb 2018 17:48:38 +0000http://snowgosite.wpengine.com/?p=19644The Ski-Doo Pilot TS (Tunable Ski) skis found on some Ski-Doo models represent a unique way to influence the handling characteristics of a snowmobile. With a few turns of a knob, users can extend or retract the runner from within the ski to dial in the front end’s grip for the conditions. The feature debuted in model year 2016.

Step 2: With the mounting hardware removed from the ski, the ski should slide off of the blade that stays indirectly attached to the spindle.

To replace a set of wear bars – which are actually blades – on a pair of Ski-Doo Pilot TS skis, the skis must be removed from their spindles. This might seem intimidating, but removing the skis and replacing a set of worn Pilot TS blades or to install a set with more or less cutting carbide is actually quite simple and takes less than 10 minutes. It’s notably different than any other wear bar replacement job, though, because when you remove the ski, the runner stays indirectly attached to the spindle.

To keep the fleet of Snow Goer magazine demo snowmobiles rolling, we perform a lot of maintenance and aftermarket part installations every winter. Here’s how we replace the wear bar blades for a set of Ski-Doo Pilot TS skis.

Step 1: Elevate Front End

Gravity can be a great help for this job, so it should be performed with the front end of the machine elevated straight above the ground. Set the Ski-Doo’s bulkhead on a milk crate or put a jack stand under the front bumper rather than rolling the sled onto it side. Make sure the snowmobile is stable before proceeding to the next step.

Step 4: Removing the pin that’s under this fingertip will release the blade from the support assembly.

Step 2: Remove Ski Mounting Hardware

Remove the ski from the snowmobile by holding a 16 mm wrench on the ski’s mount bolt and use a ratchet with a deep-well, 15 mm socket to spin the nut. After removing the nut, use a rubber or plastic hammer to knock the bolt out of the hole. Set the hardware aside until reassembly.

Step 3: Separate Ski From Blade

With the mounting hardware removed, slide the ski off of the blade. This might require some old-fashioned brut force, but at this point the ski is only held on the sled with friction between the plastic ski saddle and the metal blade you are working to replace. To remove the skis from our sled, we stomped a foot on top of the skis, which knocked them off of the blade. Gravity is helpful here.

Step 5: Install the blade so the angled end is at the front of the sled.

Step 4: Remove Old Blade

After the ski falls off of the old blade, the blade will hang from the runner support assembly. Slide the support assembly’s short retainer pin out of the slot in the wear bar, remove the bar and set it aside. Now you’re ready to install the new blade.

Step 7: Use the hash marks on the spindle to set each ski runner to the same depth.

Step 5: Install New Blade

By now you might have noticed that the blade is not symmetrical – it has a front and rear end. Put the new bar on the runner support assembly with the angled end facing forward, and then reinstall the retainer pin you removed in Step 4 to hold the blade under the spindle. Reinstalling the pin here is another step where having gravity on your side is beneficial.

Step 6: Install Ski

With the wear bar hanging in place, center the blade over the slot in the ski and push the ski up and into position on the spindle. Wiggle the ski until its holes line up with the mounting hole in the spindle, and then install the ski-to-spindle mount bolt. If necessary, use a rubber or plastic hammer to knock the bolt through the hole. Tighten the nut to 35 pound feet.

Step 7: Adjust Blade Height

Cycle the adjustment knob to make sure the new blade extends and retracts from within the ski. Repeat all steps for the other ski and then adjust the blades so they are on the same setting.

The truth is, we could write any number of clichés about Cat being on the prowl for new technology, or always trying to be king of its domain. But the simple truth remains that Team Green is at the top of its game, and in 2019 the rich just got richer.

After riding its new 800 twin this winter, Artic Cat enthusiasts will be pleased to hop aboard the new iACT interactive suspension system on flatlander sleds and revolutionary Alpha One rear suspension on mountain machines, not to mention the lowered and faster turbocharged Thundercat. And if that weren’t enough, Cat also unveiled 13 new models and continued to upgrade its fleet by redesigning the ergonomics on its returning lineup of 69 machines for 2019.

But what exactly is the iACT, and why should mountain riders consider the single-rail Alpha One suspension – which is being introduced in a new sled, the M 8000 Mountain Cat Alpha One? New news means good news in Arctic Cat land for snowmobilers everywhere – let’s dig into the details a bit further.

Evolution and Innovation

The 800 C-TEC2 became the logical next step to the 600 C-TEC2 and the inevitable successor to replace the Suzuki 800 H.O. in the 8000 series ZR, XF and M model sleds. For 2019 Cat focused on three main objectives: innovation, evolution and ergonomics.

Nearly all of its 69 sleds have upgraded ergonomics to improve rider comfort and increase user ride ability and performance no matter the riding terrain.

Demonstrating its innovative prowess, Cat unveiled the new-for-2019 iACT interactive suspension system – a product that’s the result of a partnership with Fox shocks and engineers learning from automotive technology advancement.

Providing a rider with complete suspension control, Fox Zero iQS coil-over gas shocks are wired to a new thumb-operable control on the new left handlebar cluster enabling a rider to change suspension settings on the fly, with the setting change – between soft, medium and hard – adjusting in .2 seconds.

The need to interrupt your ride to adjust clicker settings has now been eliminated because the change is as simple as a push of a button – left for softer and right for firmer – and once it’s made, the change in setting is definitely noticeable to a rider encountering a rash of stutter bumps along a trail or in a ditch.

During a test ride in Island Park, Idaho, in January we tested the iACT system and found we could easily switch settings back and forth quickly coming out of turns, bracing for an approach or headed into clearly choppy trail conditions. The opportunity to switch instantaneously increased our ability to customize the perfect ride, and more importantly we could really feel a difference between each setting.

The iACT will be featured in select 2019 models ZR LTD 6000, ZR 7000, ZR 8000, ZR 9000 and Thundercat models with the iACT suffix in their names.

2019 Arctic Cat handlebar switches

Lowered Thundercat, And Other Improvements

Other new handlebar-mounted controls are also easier to use while riding thanks to the visible information illuminated on a digital instrument gauge, a new push-to-start button on the left side for easier starting, and all 6000, 7000, 8000, 9000 and Thundercat models also come equipped with a new Stealth lightweight brake master cylinder that features a more protected design for enhanced braking performance plus new ECM calibrations that deliver superior performance.

Also new for 2019, the ZR lineup will offer four unique sled packages that include premium handlebar-mounted controls with improved ergonomics, a new magnetic tether switch to complement the key ignition and a shorter, more comfortable throttle lever.

Specifically, the ZR Thundercat 9000 comes with quick-adjust Fox Zero QS3 ski and rear track shocks. The sled is one to be reckoned with, and built for maximum top speed with a new lowered ride height, single-runner ski carbides, an 11-inch windshield and a 137-inch RipSaw track with 1.0-inch lugs to match the 200-plus horsepower Yamaha engine introduced for 2017.

All these upgrades offer completely optimized suspension performance options and a system package for varying riding styles that can be changed to conditions on a dime.

Advancing The Alpha

Another Cat product born of both innovation and evolution comes via the Alpha One rear suspension for powder and mountain riding.

Cat officials say the Alpha One revolutionizes rear suspension and track design by using the patented single beam design positioned in the middle of its new lightweight track that, unlike a traditional two-rail system, allows the track to significantly flex and conform to the snow – delivering a new level of maneuverability with less rider input, substantially easier sidehilling and increased traction during deep snow conditions. The single-beam also reduces overall weight by 10 to 11 pounds.

The specially designed Power Claw track offers increased traction and conforms to snow conditions to reduce buildup. The 15-inch wide track is available in 154- or 165-inch lengths, with 3-inch lugs and a 3.5-inch pitch.

The Alpha One will be featured solely in the new M 8000 Mountain Cat Alpha One – special for 2019 and available to all snowmobilers looking to bring their ride to new heights.

“The Alpha is a hoot. It reminds me of the tMotion, but better in the fluff. Going back to the standard Ascender platform after the Alpha wasn’t too much of a jump in how I rode it, but it definitely required a little more effort to ride,” said Snow Goer writer T.J. Krob during a test event in January. The track itself provided excellent traction and was a real roost-thrower.

“It makes a beginner feel like an intermediate rider, and it’s so much easier to ride than a traditional system,” said Jared Spindler, Arctic Cat’s director of product strategy.

The sleds will be packed with a 800 C-TEC2 two-stroke engine with Dual Stage Injection that boasts a 36 percent increase in low-end torque with up to 30 percent less oil consumption below 7,000 rpm compared to the Suzuki 800 engine it replaced a year ago.

New Norsemen and More

A two-stroke treat that’s poised to offer a blend of utility with backcountry and trail riding versatility is the new-for-2019 Norseman X model series. According to Cat, the Norseman X 6000 and Norseman X 8000 sleds are like the already versatility Norseman models, but on steroids.

Propelled by the 15- by 153- by 2.25-inch Power Claw track, the Norseman X models are built on the ProUte chassis that offers flat running boards – for rider comfort while maneuvering – and feature ProUte tapered skis with a 35.5- to 41.5-inch adjustable ski stance.

The 6000 series will feature the 125 hp 600 C-TEC2 engine, while the 8000 series will offer a more meaty 160 hp 800 C-TEC2. Both will use Dual Stage Injection and a TEAM Rapid Response II drive clutch and Rapid Reaction driven clutch.

The youth segment will continue to be a focus for Cat, especially given the success of the ZR 200’s inaugural season. The 2019 model will be upgraded to the ZR 200 ES and feature electric start, improved calibrating for better hot restarting, a new carb and engine isolator (from metal to plastic) and a new and more visibile tail light cover (from white to red). An added tether will also now come standard.